KR19980047933A - Stepless Transmission for Vehicles - Google Patents
Stepless Transmission for Vehicles Download PDFInfo
- Publication number
- KR19980047933A KR19980047933A KR1019960066459A KR19960066459A KR19980047933A KR 19980047933 A KR19980047933 A KR 19980047933A KR 1019960066459 A KR1019960066459 A KR 1019960066459A KR 19960066459 A KR19960066459 A KR 19960066459A KR 19980047933 A KR19980047933 A KR 19980047933A
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- South Korea
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- high speed
- low speed
- continuously variable
- variable transmission
- power
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H37/0846—CVT using endless flexible members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
- F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
- Structure Of Transmissions (AREA)
Abstract
구성을 간단하면서도 무단 변속영역의 폭을 크게할 수 있도록 하여 엔진의 동력을 효과적으로 이용하여 동력 전달성능을 향상시키고, 벨트가 분담하는 하중을 양분시켜 분담토록 함으로써, 내구성을 향상시킬 수 있는 차량용 무단 변속장치를 제공할 목적으로;It is simple to configure, but the speed range of the continuously variable speed range can be increased to effectively use the power of the engine to improve the power transmission performance, and to divide and distribute the load shared by the belt, thereby improving the durability of the vehicle. For the purpose of providing a device;
엔진의 출력단과 연결되는 발진기구와; 상기 발진기구의 후측 출력단에 배치되어 차량의 전,후진 방향을 제어하는 전, 후진 제어기구와; 상기 전, 후진 제어기구의 출력단에 배치되어 저속 및 고속을 선택할 수 있는 저속/고속 선택기구와; 상기 전, 후진 제어기구의 출력단에 배치되는 구동풀리와, 상기 구동풀리와 소정의 간격을 두고 이격되어 배치되는 종동풀리와, 상기 구동 및 종동풀리를 연결하는 벨트로 이루어져 이들 풀리의 직경 가변으로 무단 변속을 행하는 무단 변속기구와; 상기 저속/고속 선택기구와 무단 변속기구의 출력단과 사이에 배치되어 이들로부터 입력되는 회전동력을 합성 출력하는 동력 합성기구와; 를 포함하여 이루어지는 차량용 무단 변속장치를 제공한다.An oscillation mechanism connected to an output end of the engine; A forward and backward control mechanism disposed at a rear output end of the oscillation mechanism to control forward and backward directions of the vehicle; A low speed / high speed selection mechanism disposed at an output end of the forward and backward control mechanisms to select a low speed and a high speed; Drive pulleys disposed at output ends of the forward and reverse control mechanisms, driven pulleys spaced apart from the drive pulleys at predetermined intervals, and belts connecting the drive and driven pulleys with endlessly variable diameters of these pulleys. A continuously variable transmission mechanism for shifting; A power synthesizing mechanism which is disposed between the low speed / high speed selection mechanism and the output end of the continuously variable transmission mechanism and synthesizes and outputs the rotational power inputted from them; It provides a continuously variable transmission for a vehicle comprising a.
Description
본 발명은 차량용 무단 변속장치에 관한 것으로서, 보다 상세하게는 구성을 간단하면서도 무단 변속영역의 폭을 크게 할 수 있도록 하여 엔진의 동력을 효과적으로 이용하여 동력 전달성능을 향상시키고, 벨트가 분담하는 하중을 양분시켜 분담토록 함으로써, 내구성을 향상시킬 수 있는 차량용 무단 변속장치에 관한 것이다.The present invention relates to a continuously variable transmission for a vehicle, and more particularly, to simplify the configuration and to increase the width of the continuously variable transmission area, thereby effectively using the power of the engine to improve the power transmission performance, and to improve the load shared by the belt. The present invention relates to a continuously variable transmission for a vehicle that can improve durability by dividing into two parts.
차량의 변속장치는 엔진의 구동력을 구동륜에 전달하는 기능을 갖고 있는데, 이러한 변속장치에는 운전자의 의지대로 운전자가 직접 변속단을 선택하는 수동 변속장치와, 차량의 주행조건에 따라 자동적으로 변속이 이루어지는 자동 변속장치와, 각 변속단 사이에 특정한 변속 영역이 없이 무단으로 연속적인 변속이 이루어지는 무단 변속장치로 대별된다.The transmission of the vehicle has a function of transmitting the driving force of the engine to the driving wheels. The transmission includes a manual transmission in which the driver directly selects a shift stage at the driver's will, and automatically shifts according to the driving conditions of the vehicle. It is roughly classified into an automatic transmission and a continuously variable transmission in which continuously continuous shifts are made without a specific shift range between each shift stage.
상기와 같은 변속장치에 있어서, 본 발명은 유압을 이용하는 자동변속장치의 단점을 보완하여 연비 및 동력 전달성능, 그리고 중량면에서 큰 장점을 갖는 무단 변속장치에 관계하며, 이의 무단 변속장치는 입력축과 출력축에 장착되는 풀리의 직경변위를 이용하는 방식이 주로 사용되고 있다.In the above-described transmission device, the present invention relates to a continuously variable transmission having great advantages in terms of fuel economy, power transmission performance, and weight by supplementing the disadvantages of the automatic transmission using hydraulic pressure, and the continuously variable transmission thereof has an input shaft. The method using the diameter displacement of the pulley mounted on the output shaft is mainly used.
그러나 상기와 같이 벨트와 직경의 가변되는 풀리만을 이용하는 무단 변속기구를 사용하는 무단 변속장치에 있어서는 그 무단 변속영역이 크게 한정되어 엔진의 동력을 효과적으로 이용하지 못한다는 문제점을 내포하고 있다.However, in the continuously variable transmission apparatus using the continuously variable transmission mechanism using only a belt and a variable diameter pulley as described above, the continuously variable transmission region is largely limited, and thus, there is a problem that the power of the engine cannot be effectively used.
또한, 모든 회전 동력의 하중이 하나의 벨트에 의하여 전달됨으로써, 이에 따른 벨트의 수명이 단축됨은 물론 내구성을 크게 기대할 수 없다는 문제점을 내포하고 있다.In addition, the load of all the rotational power is transmitted by one belt, thereby shortening the life of the belt according to this, and implies a problem that the durability can not be greatly expected.
따라서 본 발명은 상기와 같은 문제점을 해결하기 위하여 발명된 것으로서, 본 발명의 목적은 보다 구성을 간단하면서도 무단 변속영역의 폭을 크게 할 수 있도록 하여 엔진의 동력을 효과적으로 이용할 수 있도록 한 차량용 무단 변속장치를 제공함에 있다.Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to continuously increase the width of the continuously variable speed range, but the vehicle continuously variable transmission device to effectively use the power of the engine. In providing.
또한, 상기 엔진의 동력을 효과적으로 이용함으로써, 동력 성능을 향상시키고, 벨트가 분담하는 하중을 양분시켜 분담토록 함으로써, 내구성을 향상시킬 수 있는 차량용 무단 변속장치를 제공함에 있다.In addition, by effectively using the power of the engine, it is to provide a continuously variable transmission for a vehicle that can improve the power performance, by dividing the load shared by the belt to share, thereby improving the durability.
이를 실현하기 위하여 본 발명은, 엔진의 출력단과 연결되는 발진기구와;In order to realize this, the present invention includes an oscillation mechanism connected to the output end of the engine;
상기 발진기구의 후측 출력단에 배치되어 차량의 전,후진 방향을 제어하는 전, 후진 제어기구와;A forward and backward control mechanism disposed at a rear output end of the oscillation mechanism to control forward and backward directions of the vehicle;
상기 전, 후진 제어기구의 출력단에 배치되어 저속 및 고속을 선택할 수 있는 저속/고속 선택기구와;A low speed / high speed selection mechanism disposed at an output end of the forward and backward control mechanisms to select a low speed and a high speed;
상기 전, 후진 제어기구의 출력단에 배치되는 구동풀리와, 상기 구동풀리와 소정의 간격을 두고 이격되어 배치되는 종동풀리와, 상기 구동 및 종동풀리를 연결하는 벨트로 이루어져 이들 풀리의 직경 가변으로 무단 변속을 행하는 무단 변속기구와;Drive pulleys disposed at output ends of the forward and reverse control mechanisms, driven pulleys spaced apart from the drive pulleys at predetermined intervals, and belts connecting the drive and driven pulleys with endlessly variable diameters of these pulleys. A continuously variable transmission mechanism for shifting;
상기 저속/고속 선택기구와 무단 변속기구의 출력단과 사이에 배치되어 이들로부터 입력되는 회전동력을 합성 출력하는 동력 합성기구와;A power synthesizing mechanism which is disposed between the low speed / high speed selection mechanism and the output end of the continuously variable transmission mechanism and synthesizes and outputs the rotational power inputted from them;
를 포함하여 이루어지는 차량용 무단 변속장치를 제공한다.It provides a continuously variable transmission for a vehicle comprising a.
도 1 은 본 발명에 의한 제 1 실시예의 무단 변속장치 구성도.1 is a configuration diagram of a continuously variable transmission of a first embodiment according to the present invention.
도 2 는 본 발명에 적용되는 무단 변속기구의 단면도.2 is a cross-sectional view of a continuously variable transmission mechanism applied to the present invention.
도 3 은 본 발명을 작동 설명을 위하여 레버 해석법에 의한 그래프 선도.Figure 3 is a graph diagram by the lever analysis method for explaining the operation of the present invention.
도 4 는 본 발명에 의한 제 2 실시예의 무단 변속장치의 구성도이다.4 is a configuration diagram of a continuously variable transmission of a second embodiment according to the present invention.
이하, 상기의 목적을 구체적으로 실현할 수 있는 본 발명의 바람직한 실시예를 첨부한 도면에 의거하여 상세히 설명하면 다음과 같다.Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.
제 1 도는 본 발명에 의한 무단 변속장치의 구성도로서, 엔진(2)으로부터 발생된 회전동력은 이의 출력단에 배치된 발진기구(4)인 토오크 컨버터에 전달된다.1 is a configuration diagram of a continuously variable transmission according to the present invention, in which rotational power generated from the engine 2 is transmitted to a torque converter which is an oscillation mechanism 4 disposed at its output end.
상기에서 발진기구(4)는 엔진(2)의 회전동력을 전달 및 차단하거나 토오크 변환이 이루어질 때의 비틀림 진동을 흡수하는 기구로서, 흔하게는 토오크 컨버터 또는 토셔널 댐퍼를 예로 들 수가 있으며, 이들 중 그 어느 것을 사용하여도 좋으나, 본 발명에서는 토오크 컨버터를 적용한 것으로 예시하였다.The oscillation mechanism 4 is a mechanism for transmitting and blocking the rotational power of the engine 2 or absorbing the torsional vibration when the torque conversion is made, and may include, for example, a torque converter or a tonic damper. Any of these may be used, but the present invention exemplifies a torque converter.
그리고 발진기구(4)의 출력단을 형성하는 입력축(6)상에 배치되는 전, 후진 제어기구(8)는 더블 피니언 유성기어 셋트가 적용되는데, 이의 선기어(10)가 상기 입력축(6)과 직결되며, 링기어(12)는 제 1 마찰부재(14)를 개재시켜 가변적으로 상기 입력축(6)과 연결되어 선택적으로 입력요소로 작용할 수 있도록 하였으며, 제 2 마찰부재(16)를 통해 변속기 하우징(18)과 가변적으로 연결되어 반력요소로 작용할 수 있도록 하였다.A double pinion planetary gear set is applied to the forward and reverse control mechanism 8 disposed on the input shaft 6 forming the output end of the oscillation mechanism 4, the sun gear 10 of which is directly connected to the input shaft 6. The ring gear 12 is variably connected to the input shaft 6 via the first friction member 14 to selectively act as an input element, and through the second friction member 16, the transmission housing ( 18) is connected variably to act as a reaction force element.
또한, 상기 선기어(10)와 링기어(12) 사이에 치합되는 제 1, 2 피니언(20)(22)을 연결하는 유성캐리어(24)는 제 1 동력전달부재(26)와 연결되어 출력요소로 작용하게 된다.In addition, the planetary carrier 24 connecting the first and second pinions 20 and 22 engaged between the sun gear 10 and the ring gear 12 is connected to the first power transmission member 26 to output an element. Will act as.
상기에서 제 1 마찰부재(14)는 클러치 수단으로 통상의 다판 클러치가 사용될 수 있으며, 제 2 마찰부재(16)는 브레이크 수단으로 밴드 브레이크가 사용될 수 있다.In the above, the first friction member 14 may use a conventional multi-plate clutch as a clutch means, and the second friction member 16 may use a band brake as a brake means.
그리고 상기 제 1 동력 전달부재(26)상에는 저속/고속 선택기구(28)가 배치되는데, 이는 일반적인 수동 변속기의 동기장치로 이용되는 싱크로나이저 기구로서, 클러치 허브(30)가 상기 제 1 동력전달부재(26)상에 일체로 형성되고 이의 허브(30)의 외주연으로 전, 후 이동 가능하게 슬리이브(34)가 결합된다.In addition, a low speed / high speed selection mechanism 28 is disposed on the first power transmission member 26, which is a synchronizer mechanism used as a synchronous device of a general manual transmission, and a clutch hub 30 is used as the first power transmission member. The sleeve 34 is integrally formed on the 26 and movable before and after the outer periphery of the hub 30 thereof.
또한, 상기 클러치 허브(30)의 양측으로는 상기 슬리이브(34)의 전후 이동에 의하여 선택적으로 치합되는 클러치 기어(36)(38)를 포함하는 전속 및 고속 입력기어(40)(42)가 제 1 동력전달부재(26)와는 회전 간섭됨이 없이 배치된다.In addition, on both sides of the clutch hub 30, full-speed and high-speed input gears 40, 42 including clutch gears 36, 38, which are selectively engaged by the forward and backward movement of the sleeve 34, are provided. The first power transmission member 26 is disposed without rotation interference.
이에 따라 상기 슬리이브(34)를 저속측으로 이동시키면 이의 슬리이브(34)가 저속용 클러치 기어(36)와 치합되면서 동력을 전달하고, 슬리이브(34)를 고속측으로 이동시키면 이의 슬리이브(36)가 고속용 클러치 기어(38)와 치합되면서 동력을 전달하게 된다.Accordingly, when the sleeve 34 is moved to the low speed side, the sleeve 34 thereof is engaged with the low speed clutch gear 36 to transmit power, and when the sleeve 34 is moved to the high speed side, the sleeve 36 is moved. ) Is engaged with the high speed clutch gear 38 to transmit power.
그리고 상기 제 1 동력전달부재(26)의 단부와, 이의 제 1 동력전달부재(26)와 소정의 간격을 두고 이격되는 제 2 동력전달부재(44)상에 배치되는 무단 변속기구(46)는 상기한 제 1 동력전달부재(26)의 후단부에 연결되는 구동풀리(48)와, 제 2 동력전달부재(44)에 배치되는 종동풀리(50)와, 상기 양 풀리(48)(50)를 연결하는 벨트(52)를 포함하여 이루어진다.In addition, the continuously variable transmission mechanism 46 disposed on the end of the first power transmission member 26 and the second power transmission member 44 spaced apart from the first power transmission member 26 at predetermined intervals is A driving pulley 48 connected to the rear end of the first power transmission member 26, a driven pulley 50 disposed on the second power transmission member 44, and both pulleys 48 and 50; It comprises a belt 52 for connecting.
상기에서 구동 및 종동풀리(48)(50)는 엔진(2)의 구동력에 의하여 발생되는 유압에 의하여 제어되면서 그의 외경이 가변되어 변속작용을 행할 수 있게 되는데, 제 2 도는 그것을 가능하게 하는 일 실시예의 구성을 보여주고 있다.The driving and driven pulleys 48 and 50 are controlled by the hydraulic pressure generated by the driving force of the engine 2 so that their outer diameters are variable to perform the shifting operation. An example configuration is shown.
즉, 구동 풀리(48)는 고정측 풀리(54)와 가변측 풀리(56)로 이루어지는데, 고정측 풀리(54)는 제 1 동력전달부재(26)과 일체로 형성되어 있으며, 가변측 풀리(56)는 이 제 1 동력전달부재(26)상에서 좌우 이동할 수 있는 상태로 결합되고 있다.That is, the driving pulley 48 is composed of the fixed side pulley 54 and the variable side pulley 56, the fixed side pulley 54 is formed integrally with the first power transmission member 26, the variable side pulley 56 is coupled in such a state that it can move left and right on the first power transmission member 26.
상기 가변측 풀리(56)측에는 케이싱 부재(58)가 설치되어 이들 사이에 유압쳄버(60)를 형성하고 있다.A casing member 58 is provided on the side of the variable side pulley 56 to form a hydraulic chamber 60 therebetween.
이 유압쳄버(60)는 제 1 동력전달부재(26)에 형성된 유로(62)를 통하여 엔진의 구동력에 의해 생성되는 압력유체가 공급될 수 있도록 되어 있다.The hydraulic chamber 60 is capable of supplying a pressure fluid generated by the driving force of the engine through the flow path 62 formed in the first power transmission member 26.
그리고 종동풀리(50)는 상기와 마찬가지로 고정측 풀리(64)와 가변측 풀리(66)로 이루어지되, 상기 고정측 풀리(64)가 제 2 동력전달부재(52)에 일체로 형성된다.And the driven pulley 50 is composed of a fixed side pulley 64 and a variable side pulley 66 as described above, the fixed side pulley 64 is formed integrally with the second power transmission member 52.
또한, 가변측 풀리(66)는 상기 제 2 동력전달부재(44)상에서 좌우 이동할 수 있도록 결합되고, 이의 가변측 풀리(66)에는 케이싱 부재(68)가 개재되어 유압쳄버(70)를 형성하고 있으며, 상기 유압쳄버(70)에는 제 2 동력전달부재(44)에 형성된 유로(72)를 통하여 엔진의 구동력에 의해 생성되는 압력유체가 공급될 수 있도록 되어 있다.In addition, the variable side pulley 66 is coupled to move left and right on the second power transmission member 44, and the variable side pulley 66 is provided with a casing member 68 to form a hydraulic chamber 70, The hydraulic chamber 70 may be supplied with a pressure fluid generated by the driving force of the engine through a flow path 72 formed in the second power transmission member 44.
물론 상기 구동 및 종동풀리(48)(50)의 구성은 상기 구성에 한정되는 것은 아니고 이의 구성으로부터 용이하게 발명할 수 있는 것은 모두 포함한다.Of course, the configuration of the drive and driven pulleys 48 and 50 is not limited to the above configuration, and includes all that can be easily invented from the configuration.
그리고 상기 무단 변속기구(46)의 출력단인 제 2 동력전달부재(44)상에 배치되어 상기 저속/고속 선택기구(28)의 출력측과 연결되는 동력 합성기구(74)는 싱글 피니언 유성기어 셋트로 이루어진다.The power synthesizing mechanism 74 disposed on the second power transmission member 44 which is the output end of the continuously variable transmission mechanism 46 and connected to the output side of the low speed / high speed selection mechanism 28 is a single pinion planetary gear set. Is done.
즉, 링기어(76)는 상기 제 2 동력전달부재(44)와 일체로 형성되고, 유성 캐리어(78)는 그의 일측단으로 연장하여 이에 저속 및 고속기어(80)(82)를 형성하여 상기 저속/고속 선택기구(28)의 저속 및 고속 입력기어(40)(42)와의 사이에 아이들링 기어(84)(86)를 개재시켜 연결된다.That is, the ring gear 76 is formed integrally with the second power transmission member 44, the planet carrier 78 extends to one side end thereof to form the low and high speed gears 80, 82 to the The low speed / high speed selection mechanism 28 is connected between the low speed and high speed input gears 40 and 42 via the idling gears 84 and 86.
또한, 선기어(88)는 상기 유성 캐리어(78)를 관통하는 제 3 동력전달부재(90)와 일체로 형성되어 출력요소로 작용하며, 이의 제 3 동력전달부재(90)의 선단에 배치되는 출력기어(92)는 트랜스퍼 기어축(94)과 디프렌셜(96)을 통해 미도시한 구동축으로 동력을 전달하게 된다.In addition, the sun gear 88 is formed integrally with the third power transmission member 90 penetrating the planet carrier 78 to act as an output element, the output disposed at the tip of the third power transmission member 90 The gear 92 transmits power to a drive shaft (not shown) through the transfer gear shaft 94 and the differential 96.
이에 따라 상기 동력 합성기구(74)에서는 무단 변속기구(46)를 통해 입력되는 회전동력을 저속/고속 선택기구(28)로부터 입력되는 회전수에 따라 무단 변속의 폭을 증대시키게 되는 것이다.Accordingly, in the power synthesizing mechanism 74, the width of the continuously variable transmission increases the rotational power input through the continuously variable transmission mechanism 46 according to the number of rotations input from the low speed / high speed selection mechanism 28.
이와 같이 이루어지는 본 발명의 무단 변속장치는, 운전자가 먼저 저속으로 주행할 것인가, 고속으로 주행할 것인가를 결정하고, 미도시한 셀렉터 레버를 주행 D 레인지로 선택하면 제 1 마찰부재(14)를 작동 제어하게 된다.In the continuously variable transmission of the present invention, the driver first determines whether to drive at a low speed or a high speed, and when the selector lever (not shown) is selected as the travel D range, the first friction member 14 is operated. Control.
그러면 입력축(6)의 동력이 선기어(10)과 링기어(12)를 통해 입력됨으로써, 더블 피니언 유성기어셋트가 직결되면서 유성캐리어(24)와 제 1 동력전달부재(26)를 통해 정회전 동력을 출력시키게 된다.Then, the power of the input shaft 6 is input through the sun gear 10 and the ring gear 12, so that the double pinion planetary gear set is directly connected and the forward rotation power through the planet carrier 24 and the first power transmission member 26. Will print
이와 같이 정, 역회전 제어기구(8)로부터 동력이 출력되면, 이의 회전동력은 일부가 저속/고속 선택기구(28)를 통해 동력 합성기구(74)의 유성 캐리어(78)로 입력된다.When power is output from the forward and reverse rotation control mechanism 8 as described above, part of the rotational power thereof is input to the planet carrier 78 of the power combining mechanism 74 through the low speed / high speed selection mechanism 28.
그리고 이와 동시에 무단 변속부(46)로 입력되어 구동풀리(48)와 종동풀리(50)의 외경변화에 따라 무단 변속이 이루어져 동력 합성기구(74)의 링기어(76)를 통해 입력이 이루어진다.At the same time, it is input to the continuously variable transmission part 46 and is continuously controlled in accordance with the change of the outer diameter of the driving pulley 48 and the driven pulley 50, and is input through the ring gear 76 of the power synthesizing mechanism 74.
상기에서 저속/고속 선택기구(28)의 작동설명은 상기에서 설명한 바와 같이, 저속일 때에는 저속 입력기어(40)와 저속기어(80)를 통해 입력이 이루어지고, 고속 선택시에는 고속 입력기어(42)와 고속기어(82)를 통해 입력이 이루어진다.As described above, the operation of the low speed / high speed selection mechanism 28 is input through the low speed input gear 40 and the low speed gear 80 at low speed, and at the high speed selection, the high speed input gear ( 42 and the high speed gear 82 is input.
그리고 무단 변속부(46)의 회전속도 변화조건은, 첫째, 구동풀리(48)와 종동풀리(50)의 외경이 동일할 때와, 둘째 구동풀리(48)의 외경이 종동풀리(50)의 직경보다 큰 경우와, 셋째 구동풀리(48)의 직경이 종돌풀리(50)의 직경보다 작은 경우로 나누어 생각할 수 있다.And the rotational speed change condition of the continuously variable transmission 46, first, when the outer diameter of the drive pulley 48 and the driven pulley 50 is the same, and the second outer diameter of the drive pulley 48 is the It can be considered to be divided into a case where the diameter is larger than the diameter and the case where the diameter of the third drive pulley 48 is smaller than the diameter of the bell stone 50.
첫째 조건으로 구동 및 종동(48)(50)의 외경이 동일한 경우에는 1:1의 변속비를 갖게 된다.In the first condition, when the outer diameters of the driving and driven 48 and 50 are the same, the transmission ratio is 1: 1.
그리고 둘째로 구동풀리(48)의 외경이 종동풀리(50)의 직경 보다 큰 경우에는 구동풀리(48)의 회전수 보다 종동풀리(50)의 회전수가 커지기 때문에 증속이 이루어지게 되며, 셋째 구동풀리(48)의 외경이 종동풀리(50)의 직경 보다 작아지는 경우에는 구동풀리(48)의 회전수가 종동풀리(50)의 회전수 보다 작아지기 때문에 감속이 이루어지게 되는 것이다.And secondly, when the outer diameter of the drive pulley 48 is larger than the diameter of the driven pulley 50, the rotation speed of the driven pulley 50 is larger than the rotation speed of the drive pulley 48, so that the speed is increased. When the outer diameter of 48 is smaller than the diameter of the driven pulley 50, the rotation speed of the drive pulley 48 becomes smaller than the rotation speed of the driven pulley 50, thereby decelerating.
이러한 작용으로 주행레인지에서는 출발시점부터 고속 주행까지 변속단 구분이 없는 점진적인 변속이 이루어지면서 동력 합성기구(74)로 입력이 이루어지게 되는 것이다.In this way, the driving range is inputted to the power synthesizing mechanism 74 while a gradual shift is made without division of the gear stage from the starting point to the high speed driving.
그러면, 동력 합성기구(74)에서는 무단 변속기구(46)를 통해 입력되는 회전동력을 저속/고속 선택기구(28)로부터 입력되는 회전수에 따라 무단 변속의 폭을 증대시키게 되는 것이다.Then, in the power synthesizing mechanism 74, the width of the continuously variable transmission increases the rotational power input through the continuously variable transmission mechanism 46 according to the rotation speed input from the low speed / high speed selection mechanism 28.
즉, 싱글 피니언 유성기어 셋트의 특성상 링기어(76)로 입력이 이루어지는 상태에서 유성 캐리어(78)의 회전수가 변화되면, 출력요소인 선기어(88)의 회전수는 큰 폭으로 변화되기 때문이다.That is, if the rotational speed of the planetary carrier 78 is changed in the state in which the input is made to the ring gear 76 due to the characteristics of the single-pinion planetary gear set, the rotational speed of the sun gear 88, which is an output element, is changed greatly.
이를 가시적으로 살펴보면, 도 3에서와 같은데, 이 레버(L)의 제 1 노드(N1)는 링기어(76), 제 2 노드(N2)는 유성 캐리어(78), 제 3 노드(N3)는 선기어(88)가 설정되는데, 이의 노드의 설정은 싱글 피니언 유성기어셋트를 레버 해석할 때 설정되는 공지의 방법이므로 상세한 설명은 생략한다.3, the first node N1 of the lever L is the ring gear 76, the second node N2 is the planetary carrier 78, and the third node N3 is the same. The sun gear 88 is set, and since the setting of the node thereof is a well-known method set when lever analysis of a single pinion planetary gear set, detailed description thereof will be omitted.
즉, 저속으로 선택되면, 유성 캐리어(78)를 통한 회전동력은 제 2 노드(N2)의 제 1 입력선(S1)과 같이 입력이 이루어지고, 이러한 상태에서 무단 변속기구(46)를 동력이 입력되는데, 이때, 무단 변속기구(46)로부터 입력되는 제 2 입력선(S2)과 제 1 속도선(S1)을 연결하는 직선(L1)과 출력요소인 제 3 노드(N3)를 가장 가까이 연결하는 선이 제 1 출력선(D1)이 된다.That is, when it is selected at a low speed, the rotational power through the planet carrier 78 is input like the first input line S1 of the second node N2, and in this state, power is applied to the continuously variable transmission mechanism 46. In this case, a straight line L1 connecting the second input line S2 and the first speed line S1 input from the continuously variable transmission mechanism 46 and the third node N3 as an output element are most closely connected. The line to be the first output line D1.
그리고 이의 상태에서 고속으로 전환하면 제 2 노드(N2)로는 제 3 속도선(S3)으로 입력되어 상기 제 2 입력 속도선(S2)과 연결하는 직선(L2)와 제 3 노드(N3)를 가장 가깝게 연결하는 선이 제 2 출력선(D2)가 된다.In this state, when switching to the high speed, the straight line L2 and the third node N3 that are input to the second speed line S3 and are connected to the second input speed line S2 are most input to the second node N2. The line which closely connects becomes the 2nd output line D2.
이러한 점을 보았을 때 무단 변속기구(46)로부터 입력되는 속도가 동일하더라도 저속/고속 선택기구(74)로부터 입력되는 속도에 따라 큰 변속폭을 얻을 수 있게 되는 것이다.In view of this, even if the speed input from the continuously variable transmission mechanism 46 is the same, a large speed change width can be obtained according to the speed input from the low speed / high speed selection mechanism 74.
또한, 상기의 상태에서 무단 변속기구(46)로 입력되는 회전속도를 도 3의 점선과 같이 크게 하면, 오히려 변속폭이 줄어들게 된다.In addition, in the above state, when the rotation speed input to the continuously variable transmission mechanism 46 is increased as shown by a dotted line in FIG. 3, the shift width is reduced.
상기의 점을 고려하여 동력 합성기구(74)로 입력되는 양측 회전 동력을 적절히 조절하면 원하는 무단 변속폭을 용이하게 얻을 수 있게 된다.In consideration of the above points, if the two-side rotational power input to the power synthesizing mechanism 74 is appropriately adjusted, the desired stepless speed can be easily obtained.
도 4은 본 발명에 의한 제 2 실시예를 도시한 것으로서, 이는 저속/고속 선택기구(28)를 멀티 클러치 방식을 채택한 것으로서, 이는 저속 및 고속 입력기어(40)(42)를 제 1 동력전달부재(26)와 각각의 클러치(100)(102)를 통해 가변적으로 연결하고, 상기 저속 및 고속 입력기어(40)(42)와 저속 및 고속기어(42)를 각각 체인(106)(108)으로 연결한 것이다.4 shows a second embodiment according to the present invention, which adopts the multi-clutch method of the low speed / high speed selection mechanism 28, which transmits the low speed and high speed input gears 40 and 42 to the first power transmission. The member 26 is variably connected through each of the clutches 100 and 102, and the low and high speed input gears 40 and 42 and the low and high speed gears 42 are chains 106 and 108, respectively. Is connected.
이에 따라 저속 및 고속으로의 전환시 클러치(100)(102)의 작동에 의하여 변환이 이루어지도록 한 것으로서, 이를 이용한 무단 변속과정은 제 1 실시예와 동일하므로 생략한다.Accordingly, the conversion is performed by the operation of the clutches 100 and 102 when switching to the low speed and the high speed, and thus the stepless speed change process using the same is omitted as it is the first embodiment.
이상에서 설명한 바와 같이, 본 발명의 무단 변속장치는 구성이 간단하면서도 무단 변속영역의 폭을 크게 할 수 있도록 하여 엔진의 동력을 효과적으로 이용할 수 있게 된다.As described above, the continuously variable transmission device of the present invention can simplify the configuration and increase the width of the continuously variable transmission area, thereby effectively utilizing the power of the engine.
또한, 상기 엔진의 동력을 효과적으로 이용함으로써, 동력성능을 향상시키고, 벨트가 분담하는 하중을 양분시켜 저속/고속 선택기구와 분담토록 함으로써, 내구성을 크게 향상시킬 수 있게 된다.In addition, by effectively utilizing the power of the engine, it is possible to improve the power performance and to divide the load shared by the belt so as to share with the low speed / high speed selection mechanism, thereby greatly improving durability.
Claims (6)
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019960066459A KR100262593B1 (en) | 1996-12-17 | 1996-12-17 | Cvt for vehicle |
| DE19755664A DE19755664C2 (en) | 1996-12-17 | 1997-12-15 | Continuously variable transmission for vehicles |
| JP36412297A JP3254561B2 (en) | 1996-12-17 | 1997-12-17 | Continuously variable transmission for vehicles |
| US08/992,571 US5944628A (en) | 1996-12-17 | 1997-12-17 | Continuously variable transmission for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019960066459A KR100262593B1 (en) | 1996-12-17 | 1996-12-17 | Cvt for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR19980047933A true KR19980047933A (en) | 1998-09-15 |
| KR100262593B1 KR100262593B1 (en) | 2000-08-01 |
Family
ID=19488258
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019960066459A KR100262593B1 (en) | 1996-12-17 | 1996-12-17 | Cvt for vehicle |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US5944628A (en) |
| JP (1) | JP3254561B2 (en) |
| KR (1) | KR100262593B1 (en) |
| DE (1) | DE19755664C2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100460903B1 (en) * | 2002-09-05 | 2004-12-09 | 현대자동차주식회사 | Continuously variable transmission for vehicles |
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| DE19728611A1 (en) * | 1997-07-04 | 1999-02-04 | Zahnradfabrik Friedrichshafen | Continuously variable transmission |
| JP3558264B2 (en) | 1999-03-29 | 2004-08-25 | 株式会社日立ユニシアオートモティブ | Electric generator unit |
| JP3248690B2 (en) | 1999-10-04 | 2002-01-21 | 克 森井 | Automatic transmission and automatic transmission for vehicle |
| KR100337350B1 (en) * | 1999-11-09 | 2002-05-21 | 이계안 | Power train for auto transmission |
| DE10145519A1 (en) * | 2001-09-14 | 2003-04-03 | Zahnradfabrik Friedrichshafen | Automated multi-speed vehicle transmission |
| JP3954928B2 (en) * | 2002-08-20 | 2007-08-08 | 本田技研工業株式会社 | Vehicle power transmission device |
| AU2003271545A1 (en) * | 2002-09-30 | 2004-04-23 | Ulrich Rohs | Transmission |
| DE10260180A1 (en) * | 2002-12-20 | 2004-07-01 | Zf Friedrichshafen Ag | Stepless load splitting gearbox for road vehicle has two change speed gearboxes in parallel, with belt and adjustable pulley and planetary drive mechanisms combining outputs |
| US7278939B2 (en) * | 2003-02-14 | 2007-10-09 | Honda Motor Co., Ltd. | Power transmission |
| ITBO20040017A1 (en) * | 2004-01-16 | 2004-04-16 | Cnh Italia Spa | CVT TRANSMISSION FOR MOTOR VEHICLES, IN PARTICULAR PRE AGRICULTURAL TRACTORS. |
| KR100626981B1 (en) | 2004-07-21 | 2006-09-21 | 이종완 | Continuously variable transmission of expanded range |
| US20070238568A1 (en) * | 2006-04-10 | 2007-10-11 | Derek Lahr | Cam-based infinitely variable transmission |
| US8425364B2 (en) * | 2006-04-10 | 2013-04-23 | Derek Lahr | Cam-based infinitely variable transmission |
| JP2008038921A (en) * | 2006-08-01 | 2008-02-21 | Exedy Corp | Power transmission device |
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| KR101178501B1 (en) | 2009-04-20 | 2012-09-03 | 최태수 | Forward and Backward Movement System in Continuously Variable Transmission |
| JP5127884B2 (en) * | 2010-06-07 | 2013-01-23 | ジヤトコ株式会社 | Automatic transmission |
| JP5905639B2 (en) * | 2013-03-12 | 2016-04-20 | ジヤトコ株式会社 | Multi-disc transmission |
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| FR3014985B1 (en) * | 2013-12-16 | 2017-03-03 | Peugeot Citroen Automobiles Sa | DEMULTIPLICATION SYSTEM FOR A GEARBOX OF A MOTOR VEHICLE |
| KR20160035328A (en) | 2014-09-23 | 2016-03-31 | 현대자동차주식회사 | Continuously variable transmission for vehicles |
| JP6381394B2 (en) * | 2014-09-30 | 2018-08-29 | ダイハツ工業株式会社 | Power split type continuously variable transmission |
| US11204084B2 (en) | 2016-04-11 | 2021-12-21 | GM Global Technology Operations LLC | Continuously variable transmission including a layshaft gearset |
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-
1996
- 1996-12-17 KR KR1019960066459A patent/KR100262593B1/en not_active IP Right Cessation
-
1997
- 1997-12-15 DE DE19755664A patent/DE19755664C2/en not_active Expired - Fee Related
- 1997-12-17 JP JP36412297A patent/JP3254561B2/en not_active Expired - Fee Related
- 1997-12-17 US US08/992,571 patent/US5944628A/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100460903B1 (en) * | 2002-09-05 | 2004-12-09 | 현대자동차주식회사 | Continuously variable transmission for vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| DE19755664A1 (en) | 1998-06-18 |
| JPH10325453A (en) | 1998-12-08 |
| JP3254561B2 (en) | 2002-02-12 |
| US5944628A (en) | 1999-08-31 |
| KR100262593B1 (en) | 2000-08-01 |
| DE19755664C2 (en) | 2003-04-30 |
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